U.S. patent application number 12/024682 was filed with the patent office on 2008-08-14 for operator control device for a driver assistance system for a motor vehicle.
This patent application is currently assigned to Bayerische Motoren Werke Aktiengesellschaft. Invention is credited to Christoph MAYSER, Karl Naab.
Application Number | 20080190681 12/024682 |
Document ID | / |
Family ID | 37136772 |
Filed Date | 2008-08-14 |
United States Patent
Application |
20080190681 |
Kind Code |
A1 |
MAYSER; Christoph ; et
al. |
August 14, 2008 |
Operator Control Device For A Driver Assistance System For A Motor
Vehicle
Abstract
An operator control device, which is intended for a driver
assistance system of a motor vehicle and which exhibits a
controller for controlling the acceleration of the motor vehicle as
a function of a setpoint acceleration/setpoint deceleration,
includes acceleration operator control element for inputting an
additional acceleration, which can be predefined by the driver of
the motor vehicle and acts on the controller.
Inventors: |
MAYSER; Christoph;
(Unterhaching, DE) ; Naab; Karl; (Woerth,
DE) |
Correspondence
Address: |
CROWELL & MORING LLP;INTELLECTUAL PROPERTY GROUP
P.O. BOX 14300
WASHINGTON
DC
20044-4300
US
|
Assignee: |
Bayerische Motoren Werke
Aktiengesellschaft
Muenchen
DE
|
Family ID: |
37136772 |
Appl. No.: |
12/024682 |
Filed: |
February 1, 2008 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
|
PCT/EP2006/007531 |
Jul 29, 2006 |
|
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12024682 |
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Current U.S.
Class: |
180/170 |
Current CPC
Class: |
B60K 31/042 20130101;
B62D 1/046 20130101 |
Class at
Publication: |
180/170 |
International
Class: |
B60K 31/00 20060101
B60K031/00 |
Foreign Application Data
Date |
Code |
Application Number |
Aug 5, 2005 |
DE |
10 2005 036 923.5 |
Claims
1. An operator control device for a driver assistance system of a
motor vehicle, the driver assistance system including a controller
for controlling acceleration of the motor vehicle as a function of
a set point acceleration, the operator control device comprising:
an acceleration operator control element for inputting an
additional acceleration predefinable by a driver of the motor
vehicle, the additional acceleration acting on the controller for
controlling the acceleration of the motor vehicle.
2. The operator control device according to claim 1, wherein the
acceleration operator control element comprises an increment
encoder having two directions.
3. The operator control device according to claim 1 wherein the
acceleration operator control element displays a set
acceleration.
4. The operator control device according to claim 1, wherein the
acceleration operator control element displays an elapsed time of a
set acceleration.
5. The operator control device according to claim 1, wherein the
acceleration operator control element is mounted on a steering
wheel of the motor vehicle.
6. The operator control device according to claim 5, wherein the
acceleration operator control element is mounted on a left spoke of
the steering wheel of the motor vehicle.
7. The operator control device according to claim 5, wherein at
least one additional operator control element of the driver
assistance system is mounted on a spoke of the steering wheel of
the motor vehicle, on which the acceleration operator control
element is mounted.
8. The operator control device according to claim 6, wherein at
least one additional operator control element of the driver
assistance system is mounted on a spoke of the steering wheel of
the motor vehicle, on which the acceleration operator control
element is mounted.
9. The operator control device according to claim 7, wherein the
additional operator control element of the driver assistance system
is a speed operator control element, which comprises an increment
encoder with two directions, in order to set a desired speed.
10. The operator control device according to claim 9, wherein the
speed operator control element is one of a knurled wheel and a
roller.
11. The operator control device according to claim 7, wherein the
additional operator control element of the driver assistance system
is a distance operator control element, which comprises an
increment encoder with two directions, in order to set a desired
distance.
12. The operator control device according to claim 11, wherein the
distance operator control element is a rocker switch.
13. The operator control device according to claim 7, wherein the
additional operator control element of the driver assistance system
is a deactivation operator control element, which comprises an
increment encoder with one step, in order to deactivate the driver
assistance system.
14. The operator control device according to claim 13, wherein the
deactivation operator control element is a push button.
15. The operator control device according to claim 7, wherein the
additional operator control element of the driver assistance system
is a speed set push button, which comprises an increment encoder
with one step, in order to set an actual speed as the setpoint
speed.
16. The operator control device according to claim 1, wherein when
the controller for controlling the acceleration of the motor
vehicle is inactivated, the acceleration operator control element
fulfills the function of a shift lever for selecting a gear of a
transmission of the motor vehicle.
17. The operator control device according to claim 9, wherein a
further additional operator control element of the driver
assistance system is a distance operator control element, which
comprises an increment encoder with two directions, in order to set
a desired distance.
18. The operator control device according to claim 17, wherein a
further additional operator control element of the driver
assistance system is a deactivation operator control element, which
comprises an increment encoder with one step, in order to
deactivate the driver assistance system.
19. The operator control device according to claim 18, wherein a
further additional operator control element of the driver
assistance system is a speed set push button, which comprises an
increment encoder with one step, in order to set an actual speed as
the setpoint speed.
20. The operator control device according to claim 19, wherein when
the controller for controlling the acceleration of the motor
vehicle is inactivated, the acceleration operator control element
fulfills the function of a shift lever for selecting a gear of a
transmission of the motor vehicle.
Description
CROSS-REFERENCE TO RELATED APPLICATIONS
[0001] This application is a continuation of PCT International
Application No. PCT/EP2006/007531, filed on Jul. 29, 2006, which
claims priority under 35 U.S.C. .sctn.119 to German Application No.
10 2005 036 923.5, filed Aug. 5, 2005, the entire disclosures of
which are expressly incorporated by reference herein.
BACKGROUND AND SUMMARY OF THE INVENTION
[0002] The invention relates to an operator control device, which
is intended for a driver assistance system for a motor vehicle and
which exhibits a controller for controlling the acceleration of the
motor vehicle as a function of a setpoint
acceleration/deceleration.
[0003] In general, driver assistance systems for longitudinal
guidance of a vehicle can be implemented for a number of different
spheres of action. Thus, for example, informational and/or warning
distance-information systems indicate in an acoustical, optical or
haptical manner to the driver that the distance of the motor
vehicle from a preceding vehicle is too short. Then, the driver can
decide whether and how he can correct, as a function of the
situation, his driving speed and the momentary distance. Assistance
systems, which make semi-automatic recommendations, use, for
example, a so-called active gas pedal, which immediately informs
the driver about the momentary "correct" gas pedal position by
means of artificial additional forces in the gas pedal. The gas
pedal position is necessary for maintaining the adapted speed or
the correct distance from a preceding vehicle. The driver himself
decides how he wants to translate the information regarding the
correcting value that is proposed directly by the system. Automatic
distance control systems, such as an ACC system, endeavor to assume
the entire longitudinal guidance for specific driving
situations.
[0004] The driving speed control system or the ACC system usually
enables the driver to set the desired speed at the steering wheel
using an operator control element, for example a pitman arm or push
buttons. Then, the system controls the speed, if desired, as a
function of the temporal distance from a vehicle traveling
ahead.
[0005] Then, the driver can change the desired speed with the
pitman arm and/or the push buttons, or can deactivate the system
with these operator control elements. Furthermore, it is usually
possible for the driver to override (equals higher speed) the
system by using the gas pedal. As a result, the control system
ceases temporarily to have an effect; and the system is deactivated
with the brake pedal. According to this prior art system
philosophy, the driver can either rely on the system and let the
system drive, in which case certain specifications can be made, as
described above; or the driver can turn off the system and do the
driving himself. If the driver lets the system drive, he becomes an
observer/monitor of the system and can indirectly influence the
system, but he is not actively involved in the control process
(maintaining speed and distance). When the system reaches one of
its limits, the step demands that the driver assumes the active
control again--a role change. Many drivers find this role change to
be inconvenient and, hence, it is delayed as long as possible.
[0006] According to the current and foreseeable future of the state
of the art that can be expected, it is not possible to transfer the
entire longitudinal guidance of the vehicle to the driver
assistance system. There are still a number of driving situations,
with which the automatic distance control system cannot cope or can
cope only to an inadequate extent in practical traveling
situations. Important factors are, on the one hand, the limited
detection capacity of the conventional modern driving environment
sensing systems. However, on the other hand, the decisive factor is
of a generic nature. From the perspective of the overall task of
driving, the ACC fully automates to some degree individual tasks
within the total longitudinal guidance task, which interferes to a
considerable extent with the remaining operating and control
activities of the driver. The driver must interact with the
automatic system. In the case of ACC, this system is programmed in
essence only with respect to maintaining the distance or--during
unobstructed travel--with respect to maintaining a desired speed.
However, driving a car is a dynamic process, during which it is
usually not possible to maintain absolutely constant time gaps or
fixed desired speeds, but rather deviations from these simple rules
of the ACC system occur at a significant frequency. As a result, a
plethora of conflicts with the driver's expectations or a typical
behavior of the driver are preprogrammed.
[0007] Some examples are vehicles cutting in front of the vehicle,
vehicles turning off, sensor coverage ranges that are too short,
late reaction to a fast approaching vehicle, imprecise/uncertain
lane allocation, lane change, limited deceleration capacity, no
reaction to objects that are standing still, misinterpretation of
apparently relevant objects, non-detection of relevant objects,
etc.
[0008] In these cases, as stated above, the driver has the choice
in the modern functional and operating designs of the ACC of either
turning off the system or taking over the control himself by
depressing the OFF button. Or, if some other deceleration than that
initiated by the system is necessary, the driver can turn it off at
the same time that he operates the brake pedal. In order to
generate an acceleration that is higher than that specified by the
system, the driver has to operate the gas pedal. In this case, the
system function recedes briefly into the background and is
re-activated when the gas pedal is released. In both cases, an
interruption in the natural dynamic flow of travel is produced with
the disengagement. Re-engagement, which often follows a short time
after the disengagement, usually brings about a clearly perceptible
transient effect. Furthermore, in both cases the intervention also
involves an excessive manual operating effort.
[0009] In order to achieve better acceptance and a more harmonic
interaction between the driver and the semi-automated system, it
is, therefore, advised to provide measures that enable better
involvement of the driver in order to improve the method for
informing the system, on the one hand, of the driver's diverging
assessment of the driving situation and, on the other hand, in
particular, his intentions, so that the entire driving process is
more homogeneous.
[0010] To this end, German patent document DE 103 03 611 A1
describes a speed controller with a plurality of operating modes,
where a "stop and go mode" is provided as one operating mode; and
an ACC mode is provided as a second operating mode. In these two
modes, it is possible for the driver to operate the gas pedal and,
thus, override the stop and go control function and/or the ACC
control function. Therefore, during override, these functions are
deactivated and are resumed following the override.
[0011] Furthermore, German patent document DE 10 2004 040 532 A1
discloses a vehicle object detection system, a preceding vehicle
following control system, and a vehicle control system, which
exhibits an acceleration/deceleration request detector for sensing
an occupant's request for an acceleration or deceleration on the
basis of the actuation of the brake pedal by the occupant, the
actuation of a gas pedal by the occupant, an actuation of a switch
by the occupant, and/or a voice of the occupant. On the basis of
the sensed acceleration/deceleration request, a coverage range of
the sensor that is used for the ACC system is changed. In
particular, upon a request for a deceleration, the coverage range
is increased laterally, if the occupant's request for a
deceleration is sensed so that vehicles, cutting in from the side
in front of the vehicle to be controlled, are detected earlier, and
the system automatically adjusts itself to those vehicles. In
contrast, the coverage range is decreased laterally, if the
acceleration/deceleration detector senses a request for an
acceleration, thus preventing an unnecessary execution of a vehicle
control on the basis of the vehicles cutting in from the side.
[0012] German patent document DE 103 43 178 A1 discloses a driver
assistance system with variable longitudinal guidance strategies.
This system exhibits a strategy module for the variable
determination of the longitudinal guidance system to be applied. In
this case, there are a variety of different longitudinal guidance
strategies, such as "comfort emphasized," "normal" or "dynamic,"
which are or can be stored beforehand. The driver can select one of
these strategies before starting the trip and, if necessary, also
during the trip. Basically the strategies differ in their different
positive/negative acceleration characteristics. Operator control
elements for selecting and/or storing the various longitudinal
guidance strategies are not described.
[0013] German patent document DE 196 40 694 A1 describes a method
and a device for controlling the driving speed of a vehicle. In
this case, the limit of the speed change of the vehicle, as a
function of the driver's desired dynamic characteristic of the
vehicle, in particular as a function of the shift state of at least
one driver-operable operator control element, is suspended or set
to higher values. In this case, the acceleration and/or the
deceleration dynamics of a driving speed control system are
designed so as to be adjustable. Therefore, since the driver sets
the acceleration and/or deceleration dynamics, he is tied into the
system. Since in this case the limit values of the maximum
acceleration and/or deceleration that is set by the system are
changed, the effect of the intervention becomes clear only when the
automatic speed control system executes an acceleration,
acceleration change, deceleration and/or a deceleration change that
exceeds the old limit values.
[0014] Moreover, German patent document DE 100 19 190 A1 discloses
a method for the adaptive control of the separation distance and/or
driving speed of a motor vehicle. In this case, the magnitude
representing the setpoint acceleration is formed and/or limited at
least as a function of at least one base value; and external and
internal acceleration requests can be converted by way of
respectively defined of base values. In particular, for comfort and
safety reasons, the vehicle acceleration ought not to be changed in
arbitrary jumps, but rather the jolt, which is defined as a
temporal change in acceleration, is limited by limit values in the
positive and negative direction. Then a new setpoint acceleration
is determined by way of a minimum base value, a maximum base value,
the limit values, and the past setpoint acceleration. The maximum
base value is that value that must exceed at least a setpoint
acceleration defined by the ACC controller, so that a positive
acceleration change of the vehicle ensues. The minimum base value
is that value that must fall below at least a setpoint acceleration
that is defined by the ACC controller, so that a negative
acceleration change of the vehicle ensues. During active control,
the minimum base value and the maximum base value are formed from a
current base value and the last setpoint value. During all
transitions into the drive case or the active control mode, the
minimum base value and the maximum base value are initialized to
the current base value. During control with brake intervention, the
minimum base value and the maximum base value are formed from base
values, provided by a deceleration controller and/or an active
brake, and the last setpoint value. When the setpoint value is
below the minimum acceleration of the drive, but the brake
intervention has not yet been activated, the maximum base value is
formed by way of a minimum acceleration value; and the minimum base
value is formed by way of a minimum acceleration value, decreased
by a brake engagement hysteresis value. If the driver of the motor
vehicle requests a higher engine output than the ACC system demands
(driver override), the maximum base value is set as the current
base value; and the minimum base value is set as a value
a.sub.DrvMin that is not closely defined. In this case, too, no
specific operator control elements for inputting the driver's
request are described.
[0015] The common feature of all of these systems is that the
driver is always confronted with the decision of whether he would
like to let the system drive or whether he himself would like to
drive. Only in an indirect manner is it possible to intervene in
the system, which the intervention does not disengage-at least
temporarily. For this reason, critical situations cannot be
adequately avoided by decelerating or accelerating while
simultaneously maintaining the active control.
[0016] Furthermore, German patent document DE 103 43 177 A1
discloses a man/machine interface for a driver assistance system of
a motor vehicle. The interface includes an input device for
inputting at least one command for the activation of a function of
the driver assistance system; a memory, in which a plurality of
activation conditions for the function are stored; and a control
unit, which examines the activation conditions when a command is
inputted. An output device, which is controlled by the control unit
and which, when an activation condition is not fulfilled, outputs a
text message identifying the activation condition. In this way, the
driver can be informed of a reason as to why a certain function
cannot be activated. One example of an input device is a
multi-functional lever, which is mounted on the steering wheel of
the vehicle and which enables the driver to activate by choice the
ACC function or the LSF function, to set the current speed of the
vehicle as a desired speed, to increase or to decrease the desired
speed, and to suspend temporarily or resume the ACC and/or LSF
function.
[0017] Accordingly, the invention provides an improved operator
control device for a driver assistance system for a motor vehicle.
The device exhibits a controller for controlling the acceleration
of the motor vehicle as a function of a setpoint acceleration.
[0018] According to the invention, an operator control device is
provided, which is intended for a driver assistance system for a
motor vehicle and which exhibits a controller for controlling the
acceleration of the motor vehicle as a function of a setpoint
acceleration (this also includes a setpoint deceleration, i.e., a
negative setpoint acceleration), and which exhibits an acceleration
operator control element for inputting an additional acceleration,
which can be predefined by the driver of the motor vehicle and acts
on the controller.
[0019] Consequently, the invention offers a careful embedding of
the possible interventions in the driver assistance system into the
natural and intuitive actions and reactions of the driver. The use
of an acceleration operator control element to tie in an additional
acceleration, which can be predefined by the driver of the motor
vehicle, enables the driver, by means of a higher-ranking control
system, to feed additional acceleration requests into the speed
control system. Owing to the control concept, the driver's requests
and the system's requests are processed and adjusted to form a
total acceleration request. Owing to this procedure, the operating
mode changes such that now the driver and the system are driving
together. Therefore, there is no need for the driver to disengage
the system so often. The driver can override the system in certain
situations (through an additional acceleration demand) without
having to disengage the system. Once the driving situation has been
resolved, the driver retires (terminates his additional request);
and the system automatically takes over again the complete control.
Thus, the driver is actively involved in the control process and
is, therefore, "in the loop."
[0020] Consequently, the scale of automation--for example, the ACC
function--is reduced, according to the invention, such that the
driver can modify the setpoint acceleration, provided by the ACC
controller, or the setpoint deceleration (=negative setpoint
acceleration) of the vehicle by use of the acceleration operator
control element such that his driving request (acceleration or
driving speed request), which deviates from the ACC system and
which may or may not be justified by his assessment of the driving
situation that deviates from the ACC system, can inform the
acceleration controller in the ACC system without having to
interrupt the ACC function.
[0021] Such an acceleration operator control element for
superimposing the driver's request with a setpoint acceleration or
setpoint deceleration that diverges from the system's request can
exhibit a defined zero position and a positive and negative setting
range that can be scanned continuously.
[0022] Furthermore, over the course of the setting range, it can
exhibit an additional force jump in order to point out, for
example, a definite jump in the acceleration request (similar to
the kick down in the gas pedal). This operator control element is
arranged preferably within the reachable grasping range of the
driver--for example, in the vicinity of the automatic transmission
selector lever, in a multi-function steering wheel, in the form of
a pitman arm, etc. The operator control element is chosen
preferably in conformity with the driver's expectations, so that
the driver's intuitive reactions with respect to acceleration and
deceleration are facilitated, if possible, without any reactive
operating error. For example, if the operator control element is
arranged horizontally, the following operating arrangement may be
desirable: forward direction=increase the system acceleration,
rearward direction=decrease system acceleration.
[0023] Owing to these values, generated by the operator control
element by way of the driver, the system-generated setpoint
acceleration is modified in such a manner that the effect of the
system is continuously weakened, and the effect of the driver's
manipulation is strengthened. The characteristics of the insertions
by use of the operator control element may be designed in any
linear, progressive, digressive, symmetrical, or non-symmetrical
manner, and/or with its own time response, in order to satisfy the
requirements with respect to modulation, vehicle reaction, driving
dynamics experience, optimal driver-vehicle control loop
performance, etc.
[0024] The acceleration operator control element according to the
invention includes, preferably, an increment encoder with two
directions. In this case the increment encoder with two directions
can be an analog or a digital element, which has the function of
sensing or emitting an operating direction--for example,
"upwards/downwards" or "to the right/to the left"--and an operating
intensity--for example, "a distance of x % from the zero position"
or "up to the stop limit" or "x revolutions" or "x increments"--or
a force or a pressure of an actuation or an operating speed or a
time duration of an actuation. It can also be, for example, a
position transducer--for example, in the form of a
potentiometer--or also a pulse generator, a sensor, or a
combination of these.
[0025] The acceleration device according to the invention indicates
preferably a set acceleration and/or an elapsed time of a set
acceleration. Such a display can be provided directly on the
acceleration operator control element, for example, by way of a
marking or separately thereof, for example, by way of an analog or
digital display unit.
[0026] The acceleration operator control element of the invention
is disposed preferably on the steering wheel of the motor vehicle,
in particular preferably on a left spoke thereof. However, the
acceleration operator control element of the invention may also be
disposed, if desired, on a right spoke of the steering wheel of the
motor vehicle or on both sides of the steering wheel. It is not
even absolutely necessary to mount the acceleration operator
control element of the invention on a spoke of the steering
wheel.
[0027] In the case that the acceleration operator control element
is mounted on the steering wheel of the motor vehicle and
preferably on its right spoke, the inventive operator control
device has an additional operator control element, preferably a
speed operator control element which includes an increment encoder
with two directions. The increment encoder may have, in principle,
the same functionality as the increment encoder of the acceleration
operator control element, in order to set or change the desired
speed. In this case, the speed operator control element includes
preferably a knurled wheel or a roll. Such a design is also chosen
preferably for the acceleration operator control element, which is
provided as an increment encoder with two directions. Preferably,
an analog or continuous increment encoder is used as the
acceleration operator control element; and a digital or discrete
increment encoder is used as the speed operator control
element.
[0028] As an alternative or in addition, the operator control
device according to the invention includes, as an additional
operator control element, preferably a distance operator control
element, which includes an increment encoder with two directions,
in order to set the desired distance. In this case, the distance
operator control element also preferably has a rocker switch. Even
this increment encoder may be designed in an analog (continuous) or
digital (discrete) manner. Then, the desired distance may be set
and/or changed, for example, by means of the intensity or duration
of the actuation or a number of actuations.
[0029] As another alternative or in addition, the operator control
device according to the invention includes, as an additional
operator control element, preferably a deactivation operator
control element, which has an increment encoder with one step, in
order to deactivate the driver assistance system. In this case, the
deactivation operator control element also includes preferably a
push button. The deactivation operator control element may be
designed in such a manner that an activation for engagement must
ensue for a certain period of time in order to be accepted, whereas
an activation for disengagement is accepted immediately.
[0030] As another alternative or in addition, the operator control
device according to the invention includes, as an additional
operator control element, preferably a speed-set push button, which
has an increment encoder with one step, in order to set an actual
speed as the setpoint speed.
[0031] As another alternative or in addition, when the controller
for controlling the acceleration of the motor vehicle is
inactivated, the acceleration operator control element fulfills the
function of a shift lever for selecting a gear of a transmission of
the motor vehicle.
[0032] Thus, the acceleration operator control element according to
the invention is arranged preferably in a manner that it is easy
for the driver to reach, moreover, preferably on the steering
wheel. One practical design provides that the acceleration operator
control element is mounted on the left spoke of the steering wheel.
Furthermore, it is also practical to mount the remaining operator
control elements of the operator control device for the
speed/distance control system on the left spoke of the steering
wheel.
[0033] The invention provides preferably: [0034] An analog
increment encoder/setpoint generator with two directions in order
to set acceleration requests. In this case, the set value
(preferably as an angle) and the elapsed time can be read, in order
to set this value. [0035] A discrete increment encoder with two
directions in order to set the desired speed (many steps),
preferably a knurled wheel or a roll. [0036] A discrete increment
encoder with two directions in order to set or change (few steps)
the desired distance, preferably a rocker switch. [0037] An
increment encoder with one step in order to deactivate the system,
preferably a push button. [0038] An increment encoder with one step
in order to activate the system and/or to resume the previously set
speed and/or acceleration values, preferably a push button or a
roll, which is used in a variety of ways (also for other
functions). [0039] An increment encoder with one step in order to
take over an actual speed as the setpoint speed, preferably a push
button.
[0040] Therefore, the invention makes it possible to significantly
improve the function and/or to significantly enhance the
understanding of the function at a very low additional cost. At the
same time, the service life and the weight of the vehicle are not
affected.
[0041] Other objects, advantages and novel features of the present
invention will become apparent from the following detailed
description of the invention when considered in conjunction with
the accompanying drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
[0042] FIG. 1 depicts a steering wheel with an operator control
device for a driver assistance system of a motor vehicle in
accordance with an advantageous embodiment of the invention;
and
[0043] FIG. 2 is an enlarged detail view of the operator control
device according to the invention, which is depicted in FIG. 1 and
which shows a preferred embodiment of the invention.
DETAILED DESCRIPTION OF THE DRAWINGS
[0044] FIG. 1 depicts a steering wheel 7, equipped with an operator
control device according to the invention. In this case, operator
control devices according to the invention are present on both the
left spoke 8 and the right spoke 9, in order to enable the driver
to operate the driver assistance system with both the left and the
right hand. The operator control devices, which are shown in this
case, are symmetrical and exhibit the same features. It is a
preferred, but not an absolutely mandatory design.
[0045] FIG. 2 is an exploded drawing of the left spoke 8 of the
steering wheel 7 of FIG. 1, provided with the operator control
device according a preferred embodiment of the invention.
[0046] A first design of the preferred embodiment (shown here) of
the operator, control device according to the invention includes an
acceleration operator control element 1a in the form of an analog
or quasi-analog (that is, stepless or very finely graduated)
increment encoder, which is constructed as a knurled wheel or
roller and which lies immediately adjacent to the gripping region
of the steering wheel 7. Arranged to the right of the acceleration
operator control element 1a is a speed operator control element 2,
which can be operated on the same axis, but independently of the
acceleration operator control element 1a. The speed operator
control element 2 also has an increment encoder, which is
constructed as a knurled wheel or roller. To the right thereof and
partially below the speed operator control element 2, a distance
operator control element 3 is arranged in the form of an increment
encoder having two directions and being constructed as a rocker
switch.
[0047] Arranged below this unit, consisting of the acceleration
operator control element 1a, the speed operator control element 2
and the distance operator control element 3, the left spoke 8 also
exhibits a deactivation operator control element 4a, 4b in the form
of a one step increment encoder-that is, a push button. The push
button may consist of two single push buttons 4a, 4b, which have
the same function, but of which one may be used for activating and
one for deactivating. Above the aforementioned unit there are two
display units--that is, a display unit 1b that displays an elapsed
time of a set acceleration, and a display unit 1c, which displays a
set acceleration. As an alternative, the set acceleration may also
be provided by way of a marking on the increment encoder, which
belongs to the acceleration operator control element 1a and which
is designed as a knurled wheel or roller. A shift lever 5, with
which a transmission gear may be selected, is mounted above the
display units 1b, 1c above and behind the left spoke 8. The shift
lever 5 may be pushed towards the front (away from the driver) or
towards the rear (towards the driver) in order to select a
transmission gear (shift up or down). As an alternative, there may
be a left shift lever 5 (on the left spoke 8) for shifting in one
direction (shift up or down); and there may be a right shift lever
6 (on the right spoke 9 of the steering wheel) for shifting in the
other direction (shift down or up). The display units 1b, 1c may
display in an alternative, alternating, or additional manner or--in
the event of a suitable actuation--the set values of the speed
operator control element 2, the distance operator control element
3, and/or the shift lever(s) 5 (6).
[0048] A second design of the preferred embodiment (shown here) of
the operator control device according to the invention includes a
speed operator control element 1a in the form of an analog or
quasi-analog (that is, stepless or very finely graduated) increment
encoder, which is constructed as a knurled wheel or roller and
which lies immediately adjacent to the gripping region of the
steering wheel 7. To the right of the speed operator control
element 1a there is a speed resume push button 2 (resume push
button). To the right thereof and partially below the speed resume
push button 2 there is a distance operator control element 3 in the
form of an increment encoder, which has two directions and which is
constructed as a rocker switch.
[0049] Below this unit, consisting of the speed operator control
element 1a, the speed resume push button 2, and the distance
operator control element 3, the left spoke 8 also exhibits on the
right a speed set push button 4a in order to take over an actual
speed and on the left a deactivation operator control element 4b in
the form of two, one-step, increment encoders--that is, push
buttons. Above the aforementioned unit there are two display
units--that is, a display unit 1b that displays an elapsed time of
a set acceleration, and a display unit 1c, which displays a set
acceleration. These two display units 1b, 1c may also be dispensed
with, especially in the event that there is a display by means of a
central display instrument.
[0050] An acceleration operator control element 5 is provided above
the display units 1b, 1c above and behind the left spoke 8. The
acceleration operator control element can be pushed towards the
front (away from the driver) or towards the rear (towards the
driver) in order to select the accelerations (more intensive
acceleration or deceleration). The operation ensues preferably in
such a manner that if the acceleration operator control element 5
is pushed away, the result is a higher acceleration. If the
acceleration operator control element is pulled towards the driver,
the result is a more intensive deceleration (negative
acceleration). As an alternative, a left acceleration operator
control element 5 (on the left spoke 8) may be provided for
accelerating in one direction (positive or negative); and a right
acceleration operator control element 6 (on the right spoke 9 of
the steering wheel) may be provided for accelerating in the other
direction (negative or positive). The acceleration operator control
element(s) may also exhibit a dual function--for example, during
activated distance control system and/or activated driving speed
control as an acceleration operator control element and otherwise
as a shift lever(s). As a result, a transmission gear may be
selected, as described above with respect to the first design of
the preferred embodiment (illustrated here) of the operator control
device according to the invention.
[0051] The display units 1b, 1c may also display in an alternative,
alternating or additional manner or--in the event of a suitable
actuation--the set values of the speed operator control element 1a
and/or the distance operator control element 3 and/or the shift
lever(s) 5 (6). As an alternative, the set speed may also be
provided by way of a marking on the increment encoder, which
belongs to the speed operator control element 1a and which is
designed as a knurled wheel or roller.
[0052] The above described acceleration operator control element
may be expanded in order to achieve comfort and also to include the
effect of DME and brake manipulations. Furthermore, it is also
possible to expand the operator control element to include the gas
pedal and the brake of the vehicle.
[0053] With the configuration of the acceleration operator control
according to the invention, it is possible to cope, for example,
with driving situations, like a vehicle cutting in very closely,
without having to apply the brakes and, thus, without having to
deactivate the assistance system.
[0054] Other functions that are possible by tying in, according to
the invention, an additional acceleration that can be predefined by
the driver of the motor vehicle are: [0055] stopping with the
acceleration operator control element without any adjustment for a
vehicle traveling ahead and combination with standstill management;
[0056] starting with the acceleration operator control element
without any adjustment for a vehicle traveling ahead by means of a
significant actuation in the direction of acceleration; [0057]
corrected stopping with adjustment for a vehicle traveling ahead in
conjunction with a stop and go function of the ACC system; [0058]
controlled separation during the stopping operation with adjustment
for a vehicle traveling ahead in conjunction with a stop and go
function of the ACC system; and [0059] start command with
adjustment for a vehicle traveling ahead in conjunction with the
stop and go function of the ACC system by means of a significant
actuation in the direction of acceleration.
[0060] An acceleration operator control according to the invention
in the form described in the example is not tied exclusively to the
presence of a distance control system, like the ACC. The following
variants are possible: [0061] A) The acceleration operator control
according to the invention can also be integrated--as described
above--in a totally consistent manner into a driving speed control
system with preselectable desired speed (V.sub.desired). The
advantages of a short-term decrease or increase in the driving
speed by way of an acceleration operator control element are just
as clear to the driver as in the case of an ACC control. [0062] B)
The acceleration operator control according to the invention can be
integrated in a totally consistent manner into a driving speed
control system without a preselectable desired speed. In the event
of a manual input of a positive acceleration by way of the
acceleration operator control element, the vehicle accelerates as a
function of the input. When the acceleration operator control
element is released (thus, involving an automatic reset into a
neutral position), the vehicle holds the momentary speed until the
driving speed control system is active. In the event of a manual
input of a negative acceleration by way of the acceleration
operator control element, the vehicle decelerates as a function of
the input. When the acceleration operator control element is
released (thus, involving an automatic reset into a neutral
position), the vehicle holds the momentary speed until the driving
speed control system is active. If during a manual input of a
negative acceleration by way of the acceleration operator control
element, the vehicle comes to a standstill, a standstill management
becomes active. Starting or high acceleration of the vehicle, for
example, by actuating the acceleration operator control element in
the direction "accelerate" can also be implemented in a consistent
manner.
[0063] This variant is comparable to a conventional use of a
driving speed control system, where an acceleration is initiated by
holding down the "+" push button for a prolonged period of time,
for example. A deceleration is initiated by holding down the "-"
push button for a prolonged period of time. However, the decisive
difference between the operator control device according to the
invention and such a conventional operator control design lies in
the modulation of the respective acceleration or deceleration, the
possible operating range over the entire speed range including
standstill and the described standstill and start function. [0064]
C) An acceleration operator control can also be applied without a
driving speed control--for example, as a manual acceleration or
brake actuation. In this case, the brake actuation can be designed
up to an emergency brake. The advantages may lie in the
significantly faster vehicle reaction owing to shorter actuation
time--for example, owing to the smaller mass of a thumb for
actuating an acceleration operator control element as compared to
the relatively large mass of a leg with footwear for actuating the
service brake. Especially in an emergency braking situation, such a
difference can reduce the braking distance by a few valuable
meters, in particular since the acceleration operator control
element can be designed in such a manner that a "stop limit" can be
achieved faster than is the case with the service brake that has to
be held down "with full force."
TABLE OF REFERENCE NUMERALS
[0064] [0065] 1a acceleration operator control element/ speed
operator control element [0066] 1b display of an elapsed time of a
set acceleration [0067] 1c display of a set acceleration [0068] 2a
speed operator control element/ speed resume push button [0069] 3
distance operator control element [0070] 4a deactivation operator
control element/ speed set push button [0071] 4b deactivation
operator control element [0072] 5 shift lever/ acceleration
operator control element [0073] 6 shift lever/ acceleration
operator control element [0074] 7 steering wheel [0075] 8 left
spoke of the steering wheel [0076] 9 right spoke of the steering
wheel
[0077] The foregoing disclosure has been set forth merely to
illustrate the invention and is not intended to be limiting. Since
modifications of the disclosed embodiments incorporating the spirit
and substance of the invention may occur to persons skilled in the
art, the invention should be construed to include everything within
the scope of the appended claims and equivalents thereof.
* * * * *